Signaling on electric-traction systems.



No. 758,922. PATENTED MAY 3, 1904. T. H. JONES. SIGNALING 0N ELECTRIC TRACTION SYSTEMS.

APPLICATION FILED JULY 7, 1902.

N0 MODEL. 3 SHEETS-SHEET 1-7 n F WW} No. 758,922. PATENTED MAY 3, 1904. T. H. JONES. SIGNALING ON ELECTRIC TRAGTION'SY STEMS.

APPLICATION FILED JULY 7. 1902.

N0 MODEL. 3 SHEETBSHBET 2.

x g Q R; K

No. 758,922. PATENTED MAY 3, 1904. T. H. JONES.

SIGNALING 0N ELECTRIC TRACTION SYSTEMS.

APPLICATION FILED JULY 7,'1902.

3 SHEETS-SHEET 3- l0 MODEL.

p SSW m kw M m \w k m I aw S J l m m N U N v Won/4.5 I ENES.

. mom-nine wumuam q a UN TED STATES Patented May 3, 1904.

PATENT @TFICE.

SIGNALING ON ELECTRIC-TRACTION SYSTEMS.

SPECIFICATION forming part of Letters Patent N0. 758,922, dated May 3, 1904.

Application filed July 7,1902. Serial No. 114,600. No model.)

To (LU whom it mmy concern:

Be it known that l, THoMAs HARISON J oNns, tramway engineer, a subject of the King of (neat Britain and Ireland, residing at The Town Hall, Portsmouth, in the county of Hants, England, have invented certain new and useful Improvements in and Relating to Signaling on Electric-Traction Systems, (for which I have made applicz tion for Letters Patent in Great Britain, No. lfiflstt, dated December 31, 1901,) of which the following is a specification.

My invention relates to improvements in apparatus for signaling on electric-traction systems and appliances for use therein.

My invention consists, broadly, in means for automatically utilizing the main current or a portion of the current which is employed for driving the car or train to operate signaling devices for indicating the progress of the car or train along the line.

My invention relates to the application'of my apparatus to interlacing double tracks, single tracks, or other lines where two cars cannot pass, or where it is not held desirable that the cars should pass in opposite directions, and especially the application to double track tramway or railway systems having sections in which two tracks merge into one along which the cars or trains travel in opposite directions; and the object of my invention is to provide a system in which an automatic indication is given showing whether a section is clear, so as to avoid two cars traveling in opposite directions attempting to pass onto the section.

In connection with my invention I provide at each end of the single-track section to be protected and along which the electric-Suppl y conductors are run one or more automatic signaling devices and one or more signal locking and releasing devices operated electromagnetically by the current-supply drawn by the car from the mains.

My invention may also be applied with a lock-and-block system of signaling, the car or train automatically locking the signal bchind it and unlocking it as it passes out of the section. I also provide an arrangamentwhereby it two cars endeavor to operate their signals simultaneously one is given the preference over the other.

1n the application of my system to lock-andbloek signaling I may lock and unlock the signals at the ends of a section by drawing current through the locking and unlocking devices either in series or parallel in a manner to be more fully described hereinafter, and I may use two or more locking and unlocking devices to each signal.

It will be obvious that more than one signal may be employed at each end, if desired say in a case in which junctions are situated at the ends of the protected section. In this caseall the signals are arranged to be locked by the operation of any one of the others.

More than one locking device may be applied in each signal, if desired.

In the following description when 1 use the expression trolley fed from one end it will be understood that the working conductor at one end----say to the right of a in Figure 3is connected with the source of power-supply, while the current is supplied to the working conductor to the left of 2 by the wire 1', connected to the first-mentioned working eonductor on the right.

By the expression trolley fed from both ends it will be understood that the working conductors on the right and left are each connected separately to the source of power.

Figs. tt, 7, and 8 do not show single-track rails as we understand the expression here. The tracks in all the modifications are as shown in Fig. 3 --namcly, double tracks merging into a single track through section 3. In Figs. 4, 5, 6, T, and 8 the track-rails are not represented at all, only the trolley-conductors being shown. In all the tigures except Fig. 6 the trolley-wires are kept separate for cars coming in opposite directions on the protected single section of track. Of course on the double portions (sections such as 2 and 4, Fig.

each track has its own conductor.

Referring to the accompanying drawings. Fig. 1 shows the signal-operating mechanism with the t'ront cover-plate of casing removed. Fig. 2 is a detail view, to a larger scale, of the electromagnetic locking and re-' leasing device. Fig. 3 is a diagrammatic view of the portion of track to be protected, showing electrical connections,"&c., for a double trolley fed from one end. Fig. 4 shows connections for a double trolley fed from both ends if a feeder be near enough to be tapped direct. Fig. 5 shows also a double trolley fed from both ends, but with no feeder conveniently accessible. Fig. 6 shows the case of a double trolley merging into one over the protected portion of track and fed from one end, while Figs. 7 and 8 show the application of autofiiatic 'lock and block signaling may system.

It is assumed in the following description of the above figures that in each case the construction represented is adapted to cars going in both directions. It is also assumed that the cars travel on the left-hand track reckoned with regard to the direction in which they are traveling. 7

Although I do not claim the signal-operating mechanism as part of my invention, nevertheless to make the description of my system quite clear I will describe a suitable signaling appliance provided with looking and unlocking arrangements. I, I provide a signal-arm a of any usual form, which I pivot in the usual manner on a suitable support-as, for example, a trolley-standard in an electric-traction system. This arm is balanced so that it hangs normally in the horizontal or danger position. I attach to the arm coaxially with the'pivot an iron armature c of convenient form and which is provided with a winding of insulated conductor (Z. Surrounding the armature I provide a ring 6, of cast iron or other suitable magnetic metal, which forms part of the inclosing casing of themechanism and is fixed to the side of the pole, bracket, arm, or other support on which the signal-arm is pivoted. This ringe has formed on its interior one or more projecting pole-pieces ff, (four are shown in the drawings,) preferably placed so as to alternate' in position with the armature-coils when the signal-arm is in the horizontal position. The space between the pole-faces forms the field-gap in which the armature rotates. The pole' pieces f f are provided with suitable windings d. The twoextremities of thecircuit thus formed are brought to insulated terminals onthe fixed casing e.

In order to enable the signal-arm to be locked automatically in the horizontal position and released so that it is free to move, I provide an electromagnetically-operated stop it, which is fitted so as to lock or free the armature. For this purpose I fix to the pivotal axis of the armature a projecting arm 2', and preferably within the fixed ring-casing I fix two solenoids k if, placed end to end and provided with a common core h, forming the stop above mentioned and capable of movement axially through the solenoids. The adjacent extremities of the solenoid-windings are connected together, as shown at m, andthe common connection is tztken toian' insula'ted terminal on the casing, while the freeextremi ties n n of the'windings are connected to two separate insulated terminals on the casing. When a current is passed through the solenoid k, the core is projected out of the solenoid, so that it engages with the projecting arm 2' on the armature, thereby locking the signalarm, and when the current is passed through the solenoid k the core is drawn out of engagement witlr'thes'aid "arm, which is then free. A'tailpice a" is provided on the end of the arm 21 to prevent the core 7; of the locking-solenoid is getting above the arm 2', which can therefore onlyv be locked when the signal-arm is in the danger position.

7 I will now describe the applicationaccOrding to one modification of the signaling appliance above described for signaling on an electric tramway or railway system where the-two tracks merge into a single track for aportion of the system, and I will take as an example the case of a double trolleyfed from one end only. (See Fig. The two electric trolleyconductors (shown dotted in the figure) which are employed in the double track are also employed on the portion of single track. The

trolley-conductor for each track is divided into sections insulated from each other, the points of insulation being shownat 0 0. For the purpose of explanation I will take two of the parallel sections of conductors on the double track andnumber the consecutive sections 1 2 '3 4 5, number 3 being the section of single track. I provide an auxilary conductor 0", which I connect metallically to the first and fifth sections of both current-supply conductors. To the insulated extremities of the second and third sections of one conductor I connect the circuit-terminals s s of the signal-operating mechanism t, and to the adjacent extremities of the second and third sections of the other conductor 1 connect the two terminals n n on the free ends of the solenoid circuit of the locking and releasing device for 'this signal mechanism, so that the circuit of the signal-operating mechanism is connected in series with the middle section or length of one of the supply-conductors and the circuit of its locking and releasing device in series with a length or section of the other conductor. The common terminal a of the solenoids of the locking and releasing device I connect to the auxiliary conductor 7 above mentioned. On the same conductor with which the circuit of the signal-operating mechanism just mentioned is connected and at the other end of the portion of single trackthat is, between the adjacent extremities of the third and fourth sections of the conductorI connect the locking and releasing circuit 11/ n of a second signal-operating mechanism t, the circuit of which mechanism I include in series with the other conductor between the extremiare shown in Fig. 4, the common junction of 1 the solenoids being connected to the feeder w: instead of to the auxiliary cable 1', as in Fig. t. In the case shown in Fig. 5--v1z., a double trollev-conductor fed from both ends,but with I no feeder, such as w in Fig. st, accessible-- an auxiliary cable 1' again becomes necessary. This is connected to the two trolleyconductors of, say, section 5 at one end and at the other end to the common junction of the locking and unlocking solenoids of the signal t between sections 2 and 3. The common junction of the solenoids of the signal fbetween sections 3 and 4: is also connected to the auxiliary cable 1'.

The following description of the operation of my improved system, though written with special reference to Fig. 3, can be applied without difficulty to Figs. 4 and 5 also.

Assuming, for example, a car is traveling from left to right in Fig 3 and is on the second section of one of theconductors, it takes current for operating its driving motor or motors from the first section of insulated conductor by way of the auxiliary conductor 1' through the locking-solenoid l" at the distant end of the third section and through the circuit of the signal-operating mechanismz in series with the second and third sections of insulated conductor. if no car has entered on section a, coming from the right, then of course the locking device at Z" on the left is in unlocked position, and hence the car moving toward the right on section 2 can operate its signal 2, indicating that the way is clear. At the same time the locking device l" just referred to is actuated so as to prevent movement of the signal-arm whose operating-circuit is connected between the extremities of the third and fourth sections of the other supplyconductor. A car traveling in the opposite direction along the fourth section is therefore unable to operate its signal and is thus warned that the portion of the single track is not clear. As the first car proceeds from the second on to the third section the signal f between these sections is automatically cut out of circuit and the signal-arm returns to the danger position. The lockingdevice A of the distant signal t on the other line, however, rc-

mains operative so long as the car is on the third section or single-track portion.

hen the car 1 passes off this section, the current-supydy to 1 travels onto the fourth section of the conductor it receives current by wayof the auxiliary conductor 1- through solenoid A of the signal-releasing device. The signal between the third and fourth sections on the other conductor is thus freed, and the car traveling in the opposite direction on the fourth section can travel along the portion of the line to be protected, taking current from the auxiliary conductor 1- through the locking device k of the signal 2 between the second and third sections of the track and unlocking the signal as it passes on to the second section.

Fig. 6 illustrates the case of a double trolley-conductor fed from one end only and merging into a single conductor 5 over the portion of track to be protected. In this case an anxiliary cable 1' connects the two trolley-conduc tors of section 1 to those of section 5. The

common junctions of the locking and unlock ing solenoids at each end of the protected portion of track are connected direct to the merged trolley-conductor by the connections 2 3, said conductor being also connected to the auxiliary cable r by the wire 4. 'lhesignal 2. at one end of the protected section is connected on the one hand to the trolley-conductor of section 2 of track A, over which cars entering from the left hand in Fig. 6 pass, and on the other hand to the locking solenoid I of the signal 1" at the other end of the protected section by way of the wire 6. The unlocking-solenoid Z' of the signal 2f is connected to the trolley-conductor of section & of track A. The connections for the signal 1" and the locking and unlocking solenoids of the signal 2 are mutr/lix matron/1's, precisely similar to those just described. A car entering from the left in Fig. 6 and being in section 2 will draw its current by way of the signal 2. wire 6, locking-solenoid Z" of the signal if, and 'its connections 3, 5, and a to the auxiliary cable 1. The signal i will therefore be operated and the signal z" locked. On entering section 3 the -ar takes its current by way of the direct connection at to the auxiliary cable 1- and when in section at by way of the unlocking-solenoid if of the signal 1 and its connections 3, 5, and t to the cable 1*. The signal 2" will therefore be unlocked and can then, if section 3 is free, be operated by a car coming in the other direction. The operation of my system forcars approaching from the right in Fig. (5 is precisclysimilar and will be understood without further description.

In Figs. 7 and 8 .I. have shown the application of my system to lock and block signaling on a portion of track fed from both ends.

in Fig. v7 the signals are shown at t and t, while l" /r and l' Z are the locking and unlocking arrangements, respectively, 0 (1 the section-insulators, and the additional selecting-solenoid, described hereinafter. Numbering the sections from 1 to 5, as before, and

the lockingsolenoid is cut off, and as the car i calling the tracks A and B, respectively, for

cars approaching from the left and from the right in the figure, the following connections are then made. The signal 6 and the selecting-solenoid o are connected between sections 1 and 3 of track A by the wires 7 and 8. The locking and unlocking solenoids k k of the signal 6 have a common connection 9 to a live portion of the trolley-conductor, the other end of the locking-solenoid being connected to section 2 of track A by the wire 10, while the other end of the unlocking-solenoid is connected by way of the wire 11 to the unlocking-solenoid k of signalt and thence to section 1 of track A by the wire 12. The signal 6 is connected between sections 3 and 5 of track B by the connections 13 and 14, while the locking-solenoid is of this signal is connected to sections 3 and 5 of track A by the wires 15 and 16, respectively. It will be observed that in this case although the solenoids k and [c of signal 25 are placed end to end, as in Fig. 2, and act on the same core it, yet they have not a common connection to a wire, such as a, as in that figure. There is also a connection 17 between section 2 of track A and section 3 of track B and a connection 18 between section 3 of track A and section 41 of track B. Furthermore, section 2 of trackB is connected, as shown, by the wire 19 to the unlockingsolenoid [c of the signal 25. Upon acar entering section 1 of the track A from the left in Fig. 7 it draws its current by way of wire 7, signal 6, selecting-solenoid 2), wire 8, section 3 of track A of trolley-wire, wire 15, locking-solenoid is of signal t, and wire 16 fromsection 5 of track A of trolley-wire,

which is alive. Signal tis therefore operated and signal t locked. On entering section 2 current ceases to be drawn through the signal t, which therefore flies to the danger position, when it is locked by its solenoid 7c, (the arm 6 of Fig. 1 prevents this locking taking place until the signal is at danger,) the car while in section 2 drawing its current through wire 10, locking-solenoid k, and wire 9. The car now passes onto section 3, which is to be protected, taking current through wire 15, locking-solenoid It" of signal t, and wire 16. This signal, however, having been already locked, no further effect is produced. The car while on section 3 is thus protected by a locked signal at each end of the section. On passing into section 1 current is drawn through wire 12, unlocking-solenoid k of the signal 25, wire 11, unlocking-solenoid of signal t, and wire 9, the unlocking-solenoids k of both signals being in series. As the connections are not precisely symmetrical for cars passing in both directions, the operation of this modification of my invention will also be described for cars passing along track B from the right in Fig. 7 When on section 5 of track B, the car takes its current through wire 14:, signal t, wire 13, section 3 of its trolley-conductor, cross connection 17 wire 10, locking-solenoid k of signal 2?, and wire 9. Signal t is therefore lowered and signal t locked. Passing onto section 1 it takes current through the cross connection 18, wire 15, locking-solenoid 7c, and wire 16. The car is now protected by locked signals both in front and behind. On track B, therefore, the car is protected.throughout sections 3 and 1, and it will be seen that section 4 may be made as short as is desired and the visual signal placed at any suitable part of the track. The car now enters section 3 and takes its current through the cross connection 17, wire 10, locking-solenoid k, and wire 9. The signal t, however, being already locked, no further effect is produced. Finally, when in section 2 current reaches the car by way of the wire 19, unlocking-solenoid k of signal It, wire 11, unlocking-solenoid 70 of signal 6, and wire 9, thus unlocking both signals.

Another modification of the lock and block signaling is shown in Fig. 8, the same letters being used as in the last figure. The sectioninsulators 0 0 and necessary connections are clearly shown in the drawings, each signal t t being provided with two locking devices k k and two unlocking devices k k, as shown, 1 being an auxiliary cable. The electrical connections are arranged as follows, the sections being numbered from 1 to 5, as before, and the tracks lettered A and B: An auxiliary cable r connects the two trolley-conductors of section 1 to those of section 5. The signal tis connected, on the one hand, to the trolley-conductor of section 2 of track A by the wire 20, and on the other by way of the connection 21 to the auxiliary cable 1*. The locking devices is k of the signals t and t, which are operative for track A, are connected in parallel, as shown, between the wire 21 and section 3 of the trolleyconductor. The A track unlocking-solenoid k of the signal t has, together with the corresponding locking-solenoid lo, a common connection 22 to the wire 21 and is also connected in series, by means of the wires 23 and 24:, with the unlocking-solenoid k of the signal 23 to section 4: of the trolley-conductor. The connections for the duplicate set of signaling appliances for track B being practically the same as those just described will be readily understood from the drawings without further description.

The operation of the modification described above is as follows: On a car entering section 2 of track A from the left in Fig. 8 it draws.

its current through the wire 20 and signal t, part of the current coming direct from the auxiliary cable 4 through the wire 21 and part coming by way of the wire 22, locking-solenoid it" of signal t, section 3 of the A track trolley-conductor, and locking-solenoid It" of the signal 25, this circuit forming a shunt to the connection 21. The signal t and its locking-solenoid It" are thus energized simultaneously; but, as will be explained more in detail hereinafter when describing the action of erate their signals, in such a case the signalarms falls quickly enough to escape locking. The car then on passing into section 2 operates the signal f and locks the signal 2*. Passing onto section 3 the car will now take its current from the auxiliary cable 1' by way of the connection 21 through the locking devices Z" Z" of both the signals 2 and 2", said locking devices being in parallel. The signal 2" having been already locked, no further action takes place as far as it is concerned; but as l The armature c and plunger it will therefore a device for giving one car the preference 1 when two cars simultaneouslyattempt to opj current ceased to be drawn through the signal I as soon as the car passed onto section 3 the signal therefore flew to dangei and is now locked in that position. Consequently while on section 3 a car is protected by a locked signal at each end of the section. The car now enters section and draws its current from the auxiliary cable r through the wire it, unlocking-solenoid 1" of signal f, wire 23, unlocking-solenoid Z of signal 2", wire 2:2, and thence by way of the connection 21.. Both signals are now unlocked, and the car linally passes onto section 5.

\Vit-h the aid of the above-detailed description the action of this modification of my invention in connection with cars passing over the track B from the right in Fig. 8 will be readily understood without further description.

It will be seen that in each modification described above two lines of trolley-conductors are necessary, although, as in Fig. 5, they need not necessarily extend over the entire distance between the double-line portions.

In view of the possibility on a tramway system of two cars reaching opposite ends of the section to be protected and putting on their controllers at exactly the same instant both signals would be liable to be lowered at the line-clear position. To obviate this difliculty by giving one car preference over the other, 1 place a third coil on the locking arrangement of one signal as, for instance, the coil v on signal Figs. 3 and T nected in series with the signal itself. coil is proportioned and the core adjusted so that the current in the coil will produce a magnetic field which, with the disposition of the iron of the core, will hold against the ordinary locking-coil k which is in series with the other signal. The third coil will thus always give the preference to the car at its own end of the line.

Instead of the solenoid n I sometimes use a tooth on the projection Z of the arm, Fig. 1,

which will engage with the stop 1/ and hold the signal-arm at half-cock. Thus, supposwhich third coil is con- This a supply-cable together with signal-operating ing two cars to approach simultaneously from E opposite directions, current would be drawn through both signals and both locking-coils.

start to move at the same instant; but whereas the plunger has to move some three to four inches before it can lock the signal at danger the edge of the arm has only to lower about a quarter of an inch to escape locking, so that if the armature and plunger start to move together the arm Z will have moved sufficiently far to escape locking before the plunger comes through. The plunger \vill, however, catch on the tooth on the projection 2 and prevent the signal-arm going right down. It, therefore, the selecting-solenoid '1: be omitted and a tooth on the arm 2' be substituted, one car will be able to lower its signal at the line-clear position, while the other car will be able only to slightly lower its signal, the firstmentioned car, therefore, having the profcrence.

It will be obvious from the above description that a signal cannot be operated. unless the car is actually drawing current from the main conductors.

Having now described my invention, what .I claim as new, and desire to secure by Letters Patent, is

1. A system of automatic electric signaling comprising, in combination, two series of lengths of trolley-conductors insulated from each other and corresponding to the portion of track to be protected and to adjacent portionsat each end; connections bridging certain insulation-gaps at each end of the protected portion of the track; other connections from certain of said bridging connections to a supply-cable together with signal-operating mechanisms and locking and unlocking devices for each series in said bridging connections at respectively opposite ends of the protected portion of track.

2. A system of automatic electric signaling comprising in combination a series of lengths of trolley-conductors in pairs insulated from each other and corresponding to the portion of track to be protected and to adjacent portions at each end; connections bridging certain insulation-gaps at each end of the protected portion of the track; other connections from certain of said bridging connections to mechanisms and locking and unlockingdevices for each series in said bridging connections at respectively opposite ends of the protected portion of track.

3. A system of automatic electric signaling comprising in combination a series of lengths of trolley-conductors in pairs insulated from each other and corresponding to the portion of track to be protected and to adjacent portions at each end; connections bridging certain insulation-gaps at each end of the protected portion of the track; signal-operating mechanisms in certain of said bridging connections and locking and unlocking devices in other of said connections at each end, a pair of said locking and unlocking devices having a common connection with a supply-cable.

4. A system of automatic electric signaling comprising in combination a series of lengths of trolley-conductors in pairs insulated from each other and corresponding to the portion of track to be protected and to adjacent portions at each end; connections bridging certain insulation-gaps of the conductors at each end of the protected portion of the track; signal-operating mechanisms in certain of said bridging connections and locking and unlocking devices in other of said connections at each end, a pair of said locking and unlocking de-' vices having a common connection With a supply-cable and the operative device of each signal being in series With a locking device of all the others and with a supply-cable.

5. A system of automatic electric signaling comprising, in combination, a series of lengths of trolley-conductors in pairs insulated from each other and corresponding to the portion of track to be protected and to the two adjacent portions at each end; an auxiliary cable connecting the extreme pairs of corresponding lengths of said trolley-conductors; connections bridging the insulation-gaps immediately at each end of the protected portion of track; other connections from certain of said bridging connections to said auxiliary cable 6. A system of automatic electric signaling comprising, in combination, a series of lengths of trolley-conductors in pairs insulated fromeach other and corresponding to the portion of track to be protected and to the tWo adjacent portions at each end; an auxiliary cable connecting the extreme pairs of corresponding lengths of said trolley-conductors; connections bridging the insulation-gaps immediately at each end of the protected portion of track; signal-operating mechanisms and locking and unlocking devices for each series in said bridging connections at respectively opposite ends of the protected portion of track together With a common connection from each cooperative pair of said locking and unlocking devices to said auxiliary cable.

In Witness whereof I have hereunto set my hand in presence of two Witnesses.

THOMAS HARISON JONES. 

